High speed brake



Jan. 23, 1940. P. H. DoNovAN HIGH SPEED BRAKE 3 Sheets-Sheet l Filedoct. 16,'1956 INVENTOR PATRICK H DONQVA AQ. .uw

ATTORNEY Jan. 23, 1940.

P. H. DONOVAN HIGH SPEED BRAKE Filed oct. 1e, 193e s sheets-sheet 2 mim?Jan. 23, 1940. P. H. DONOVAN HIGH SPEED BRAKE Filed Oct. 16, 1936 3Sheets-Sheet 5 INVENTOR PATH |c| H DQNOVAN "BY MW ATTOR vNav PatentedJan. 23, l194() PATENT o Price HIGH SPEED BRAKE v Patrick H. Donovan,Chicago, lll.,` assignor to The Westinghouse Air Brake Company,Wilmerding, Pa., a corporation of Pennsylvania f I Applieatian october16, '1936, serian No. 105,956`

12 Claims.

. This invention relates to: high speed brakes, and more particularly tobraking equipment for passenger trains designed to operate at extremelyhigh speeds.

Within recent years a number of new light# weight passenger trains havebeen designed to operate at extremely high speeds', as for example inthe neighborhood of one hundred miles per hour or more. These new highspeed trains geno erally comprise a relatively heavy power or motor carcoupled to and pulling a series of light-weight trailer cars. Due to theproblems presented in the braking of such high speed trains, a specialbrake equipment has been developed involving While the new high speedItrains have proven' ivery troubles will develop on the power or motorcar satisfactory in operation, occasionally such that it is Aeitherimpossible or undesirable to continue operation of the power car for anyextended period of time. In such exigencies, itis most desirable thatthe power carbe disconnected from the trailer cars and other means, asfor vexample a standard steam locomotive, be employed to haul thetrailer cars during'completion of the run, or until the power car willhave been repaired.

As the HSC brake equipment wasvoriginally designed, upon disconnectingthe power car trom the trailer cars and then hauling the trailer cars bya standard steam locomotive, the brakes on the trailer cars could not befully controlled by operation of the brake vvalve on the standard steamlocomotive, nor would many oi vthe most desirable features of the HSCequipment `be retained. I -1 'Ihe present invention has for itsprincipal object an improvement in brake systems of the general type ofthe HSC equipment, whereby trailer cars of the new type high speedpassenger trains may be disconnected fromthe high speed power car andreconnected to a standard steam locomotive, with the brakes on thetrailer cars controlled from the usual brake` valve on the standardsteam locomotive in substantially the (clitos-13) samemanner in whichthey are normally controlled from the high speed power car, with all themany desirable features of the HSC equipment fully retained.

Other and more specific objects of the present invention, dealing withre-arrangements of parts, the employment' of specic devices, ,and theincorporationof the'sein a complete high speed train brake equipment,will be more apparent from the following description, which is taken inconnection with the attached three drawings,

wherein y Figs. 1A, 1B, and 1C, when taken together and placedend-to-end in the order named, illustrate an embodiment of my inventionf.The` instruction pamphlet No. 5064, Sup. 2, above referred to,illustrates the commercial form cf the HSC brake equipment, -While thePatent Y No. 2,147,295, also above referred to, shows an equivalent ofthe commercial form. In the drawings in the present application I haveillustrated my improved brake equipment as a modication lof thecommercial form of the HSC equipment.

In order that my invention shall be clearly understood, I shall firstdescribe the elements of the HSC` brake equipment which are illustratedand-then the operation of these elements as they vfunction in the HSCequipment. Next I shall describe the rearrangement of the parts of, andthe new elements which are added to, the HSC equipment tocarry out theobjects of my invention, and then the operation of .the improvedequipment as it embodies these elements.

HSCf equipment Considering first theportion of the equipment for thepower car as illustrated in Fig. lA, this includes one or morebrakecylinders I0, a control valve device I I for controlling the supplyof fluid under pressure to andits release from the brake cylinder'III,an engineers brake vvalve device I2, a No. 5-A vent valve device I3(also sometimes called an emergency valve device), a deadman foot valvedevice I4, a cut-off valve device I5, a doublevcheck valve device I 6,and a feed valve device I'I. main reservoir I8, which is connected totheusual compressor (not shown), a volume reservoir I9, which isprovided to add capacity to the system,

The various reservoirs comprise a Y' asupply reservoir 20, whichprovides the source brakes, anda volume reservoir 22,l which functionsto limit the degree of automatic applications.

The feed valve device I'I delivers iluid at a chosen pressure from themain reservoir I3 to the volume reservoir I9. Connected to the volumereservoir i9 is a feed valve pipe 2d, which, as illustrated, leads tothe engineers brake valve I2, to the No. 5-A vent valve I3, and servesto maintain the supply reservoir 23 charged by way of a one-way checkvalve device 25.

Also on the power car is a safety control pipe 26, which extends fromthe brake valve device I2 through the deadman foot valve I4, and thecutoiI valve I5, to the No. 5-A vent valve I3. In addition, a chargingpipe 2l extends from the engineers brake valve also to the No. 5-A ventvalve.

Considering now the portionof the equipment for the rst trailer caras`shown in Fig. 1B,

this includes one or more brake cylinders 30, a

control valve device II therefor, an application and release magnetvalve device 3l, a master relay valve device 32, comprising both a relayvalve and a switch mechanism, and a retardation controller device 33(also commercially known as a decelakron). In addition, a supplyreservoir 20, an auxiliary reservoir 2|, and a volume reservoir 22 areprovided for the same purposes as on the power car.

The other devices and parts illustrated in Fig. 1B on the iirst trailercar will be referred to and described later.

Considering now the portion of the brake equipment illustrated for thesecond and all succeeding trailer cars, as shown in Fig. 1C, thiscomprises one or more brake cylinders 34, a control valve device IItherefor, an application and release magnet valve device 3l, a supplyreservoir 20, an auxiliary reservoir 2 I and a volume reservoir 22.

Extending throughout the entire train are two principal control pipes, abrake pipe 36 and a straight air pipe 38. Extending from the doublecheck valve device I E on the power car to the master relay valve device321 on the trailercar, by way of the retardation controller device 33and a control reservoir 48a, is a control pipe 4I). These three pipesare provided to control brake applications as will hereinafter be morefully described.

In illustrating portions of the HSC brake equipment, I haveintentionally omitted certain parts because these have no relation to myinvention and are not necessary to its understanding.

In the HSC equipment as designed, the parts heretofore referred to andillustrated as being located in part on the power car and in part on thefirst trailer car are normally all located on the power car, with theexception, however, that only one control valvedevice I I and one groupof reservoirs 2B, 2l and 22 are normally supplied on the power car. Thedisposition of the parts in the present invention on the two cars, andthe addition of the one control valve device and the aforementionedreservoirs, therefore, constitute a departure from and improvement uponthe HSC design.

Operation of "HSC equipment be charged as follows.

Fluid under pressure flowing from the main reservoir I8 by way of thefeed valve device I'I to the volume reservoir I!!I and feed valve pipe24, will flow by way of check valve device 25 to charge the supplyreservoir 20 on the power car. At the same time, with the brake valvehandle 4I in release position, fluid under pressure will ow to theengineers brake valve and from thence by way of charging pipe 2l to theNo. 5-A vent valve. From this valve device fluid under pressure willflow to and charge the brake pipe 36. On the power car, as well as oneach trailer car, the auxiliary reservoir 2l will be charged from thebrake pipe through the associated control valve device II. On thetrailer cars the supply reservoirs 20 will be charged from the auxiliaryreservoirs 2l by way of check valve device 43. A similar check valvedevice is also provided on the power car between the auxiliary reservoir2I and the supply reservoir 20 on that car, but the charging of thesupply reservoir on the power car is essentially by way of the checkvalve device 25.

With the brake valve handle 4I in release position the control pipe 4Dwill be at atmospheric pressure, and consequently the straight air pipe38-wil1 be at a like pressure.

Electropneumatic service application of the brakes When it is desired toeffect a normal service application of the brakes, the engineers brakevalve handle lll` is moved into the service application Zone to a degreeor extent according to the desired degree of application of the brakes.The engineers brake valve is provided with a self-lapping mechanismwhich responds to this movement of the brake valve handle to estalish inthe control pipe 40, and control reservoir 40a,

fluid at a pressure corresponding to the degree valve devices 3| on thetrailer cars, and causes` these devices to first close a communicationbetween the straight air pipe 38 and the atmosphere, and to then connectthe several supply reservoirs 20 to the straight air pipe. Theswitchmechanism in the master relay valve device 32 will lap the supply to thestraight air pipe when straight air pipe pressure correspondssubstantially to control pipe pressure.

Fluid under pressure in the straight air pipe 38 flows to the localrelay valve portion of each control valve device I I, and this localrelay valve portion functions to supply fluid under pressure from theassociated supply reservoir 20 to the associated brake cylinders, thesupply to the brake cylinders being lapped when brake cylinder pressurecorresponds substantially to straight air pipe pressure. It followstherefore that brake cylinder pressure will correspond to brake valvehandle movement.

The retardation controller device 33 is adjusted to limit the rate ofretardation of the train to a predetermined safe value. If the degree ofthe brake application is such as to cause the rate of retardation of thetrain to exceed this safe value, then the retardation controller devicewill function to diminish the pressure in the control pipe 4I] andcontrol reservoir 40a, whereupon the switch mechanism of Vthe masterrelay valve device 32.- will `cause operation of the application andrelease magnet valve devices 3|v toreduce straight air pipe pressure.This correspondingly reduces, brake cylinder pressure. The retardam`tion controller device, therefore, modifies the control reservoirpressure to the extent necessary to limit `the rate of retardation of.Athe'train to the -predetermined or .chosen value.

Torelease the brakes following a service application, the brake valvehandle 4| isl returned to release position, whereupon the control Apipewill be vented to the atmosphere, resulting in operation of the switchmechanism in master relay valve device 32, the application and releasemagfy net valve devices 3|, and the local relay valve portion of eachcontrol valve device to like` wise reduce brakecylinder pressure.;

Automatic service application l In the event that the electropneumaticportion of the brake equipment should become inoperf. ative, a serviceVapplication of the brakesA may still be effected by moving the brakevalve handle 4| beyond the normal service application zonelto a positionknown as theautomatic service position. In this position of thebrakevalve handle, the chargingpipe 21 is disconnected from the feed valvepipe 24, andreconnected lto an exhaust- The communication.

port in the brake valve. between the charging pipe 21 and the brake pipe36 in the No. 5-Avent valve is maintained, so that the brake pipepressure is reduced at` a service rate through the brake valve exhaustport. When a suicient brake pipe reduction has been made, the brakevalve handle 4| is turned to lapposition. f e ,e e e -v l Upon a servicereductionin brake pipe ,pressure, a triple valve in each of the controlvalve devices responds and supplies fluid under pressure from eachauxiliary reservoirl2| to'both the local relay valve portion of thecontrol valve and to the volume reservoir 22, which are connected inparallel. The relay valve portion of each control valve eifects a supplyof fluid under pressure to the brake cylinders as before described foran electropneumatic service application.

The purpose of the volume reservoir 22 is to limit the pressure whichmay be developed in theA brake cylinders during an automatic service`application. The retardation controller device 33 controls only thepressure in the control reservoir, 40a and since no pressure `isdeveloped in this 4reservoir during an automatic service applica-Emergency application.

When it is desired to effect an emergency appli# cation of the brakes,the brake valve handle 4| is turned to the position known as theemergency position. In this position -of the brake valve" handle, a ventvalve in the engineers brake valve itself is unseated to vent the brakepipe directly to the atmosphere, while a rotary valve blanks thecharging pipe 21. it the sametime,'the selfy lapping portion of the'brake valve'functions to" supply `fluid -lunder'` pressure tov thevcontrol pipe. 40; toa maximum degree. n

Also 'at thefsarne time, the emergencyV reduc-v tion in brake pipepressure causes opration of the No. 5-A vent valve device, which opens avent valvetofurther reduce brake pipe pressure, and connects the feedvalve pipe 24 to a pipe 46`1eading, to the doublecheck valve device I6.

The double check valve device contains a valve which is subject on oneside to the pressure.` of uid supplied by the self-lapping vportion of.the engineers brake` valve and on the other side to the pressure of uidsupplied from thepipe 46. Thisl latterfpressure will rapidly develop tofeed valve pressure and consequently regardless of from which source theinitial control pipe pres. sure is established, it will ultimately riseto feed valve pressure.v .Thus the No. 5-A vent valve functions toinsure they establishing of control pipe pressure to the maximumpossible degree, which of course results in` -aV corresponding straightair pipe pressure.

The emergency reduction in brake pipe pressure also'causes the triplevalvein .each of the control. valve devices to moveto" emergencyposition. Each triple valve will then connect' its .auxiliary reservoirto a communication which 4 potentially leads to the rlocal relay in thatcon-` the straight air pipe pressure will .predominate and be effectivein causing operation of the local' relay valve in each control valvetosupply fluid under pressure to the connected brake' cylinders. Theshifting ofthe double check valve bythe superior straight air. pipepressure causes the auxiliary reservoir 2| to be connected to a safetylvvalve device 41 associated with each control valve device. This safetyvalve reduces the auxiliary reservoir pressure to a value such that itspres'- sure will not cause the double check valve in the control valveto shift in the event that the retardation controller devicesubsequently" reduces straight air'pipe pressureto ailower value thanauxiliary reservoir pressure. The pressure retained in the auxiliaryreservoir is, however, high enough to insure stopping ofthe train in theevent of failure of straight air pipe pressure.

The retardation controller device 33 will function as during anelectropneumatic service application of the brakes,excepthowever in theactual HSC equipment a connection (not shown) is provided between theNo. 5-A vent valve and the adjusting mechanism of the retardationcontrol# ler such that the permissible rate of retardation isincreased'during emergency applications, and this rate is thenmaintained throughout the entire decelerationperiod. In order toj effecta release of the brakes fol-Y lowing an emergency application, theengineers brake valve handle 4| is returned to release position. In thisposition the vent valve. in the brake' valve itself is closed and thebrake pipe is recharged by way of the charging pipe 21. The No. 5-Alvent valve is then returned to its normal 5-A vent valve disconnectsthe pipe 4E from the feed valve pipe 24, and reconnects the pipe 46 tothe atmosphere Fluid under pressure in the control pipe-40 is thenreleased to the `atmosphere j 3 or running position. At thesame time,the No. f

.zii

through the exhaust port in the brake'vwe device |2. A release of thebrakes' follows, since both the master relay valve device 32 and thetriple valve in each control valve device return 5 to release position.e

Additions and changes to HSC equipment In carrying forward my inventionin the form of an improvement upon the HSC equipment, I

10`l have found it necessary to rearrange the devices on the power carand first trailer car, as hereinbefore referred to. In addition, I haveadded an automatic valve device in the form of a triple valve 50, arelay valve device 5|, a brake pipe 1K vent valve device 52, a volumereservoir 53, aA

special auxiliary reservoir 51|, and a special supply reservoir 55.

In the standard HSC equipment the relay valve portion of the masterrelay valve device 32 20"operated upon failure of the switch portion tofunction effectively Within a predetermined length of time, to supplyfluid under pressure to the straight air pipe from the feed valve pipe.

I Since in my modication the feed valvepipe does 26' not extend to therst trailer car, I provide an additional supply reservoir 50, which, asillustrated in Fig. 1B, is normally supplied with uid under pressurefrom the brake pipe by way of av check valve device 51. I have alsoadded three 3'0"cocks 65, 81 and 93, the purpose of whichwill bedisclosed presently.

Considering now the added devices in detail, the triple valve 50has-been illustratedv as being of the plain type, but it is to beunderstood that 35 an improved form of triple valve would be preferablein practice. I have illustrated the plain type in order to simplify theunderstanding of my invention.

This triple valve is preferably embodied in a fr casing comprising apiston 58 subject on one side to the pressure of uid in a chamber 59 andsubject on the other side to pressure of fluid in a slide valve chamber60. The piston 58 is provided with a stem'5l which is recessed toreceive and move coextensive therewith a graduating so that the chamber59 is charged to brake pipev pressure, fluid may flow past a feed groove66' around the piston 53 to the slide valve chamber B0, and from thenceto the special auxilary reservoir 54 and to the special supply reservoir55, the communication to the latter reservoir being by way of a one-waycheck yvalve device 61. The two reservoirs 54 and 55 may thus lbecharged to brake pipe pressure. y Upon a service reduction of pressurein thev chamber 59, the overbalancing pressure to the righi'J of piston58 will shift'it to the left until the piston engages the graduatingstop |58. In this position of the piston the slide valve 64 will blankexhaust port 69, while a small service port 19 in the slide valve, nowuncoveredby the graduating valve '62', will connect the slide vvalvechamber 60 to pipe and passage 1| leading to the '61, volume reservoir53 and to the relay valve de- This latter communication will of course yl vice 5l.

be lapped when the pressure in the slide valve chamber 60reducesgslightly below the pressure in the chamber 59.

Upon an emergency reduction 'of' pressure in agrsvgee the' chamber 59the piston 58 will move the ex'-y tremeV distance to the left,compressing the graduating spring 12, whereupon the main slide valve 64will' uncover the passage 1| and permit the special auxiliary reservoir54 to equalize with the volume reservoir 53.

Upon restoration of pressure in the chamber 59 the piston 58 will returnthe two slide valves' to the release position illustrated. In thisposition a cavity 13 in the main slide valve will cou-l nect passage 1Ito the exhaust port 69.

The relay valve devicei 5I is embodied in a casing having disposedtherein a piston 15 subject on one side to pressure of fluid in achamber '10 and on the other side to'pressure of fluid in a chamber 11.As illustrated, the chamber 16 is in open communication with the volumereservoir 53.

Attached to the piston 15 is a stem 18 which carries a Jguiding element19 having av small port v providing communication between the chamber-11 and a second chamber 8|. The chamber 8| contains a slidel valve- 82which is adapted, after a lost motion movement of `the 83'. Uponcontinued movement of the piston 15 to the left the stem 18 engages the-stem` of av supplyv valve 84 to unseat it against the bias of itsspring 85. Unseating of the valve 84 opens a communication between theAspecial supply reservoir 55 and a pipe'i which leads to the contr'olpipe 19l by way of 'cock 81. As is usual in relay valve devices,-'thepressure established in the chamber 8| will correspond to the pressureestablished in the chamber 16.

The brake pipe vent valve device 52 is embodied in a casing providedwith two chambers 90 and 9|.' The chamber 90 is connected by way of pipe92 to the brake pipe 36 on one side of cock 93, while the chamber 9| isconnected by way of pip'e9'4` to the brake pipe on the other slde'of thecock 93. v

The chamberl` is adapted to be opened t'o the atmosphere upon' theunseating of a vent valve 95", which valve is operated in Aresponse tomovement of a piston 95, which is subject on one side to the pressure ofkfluid in the aforementionedv chamber 90 and on the other side topressure'of fluid in'a quick action chamber 91, which is charged-fromthe chamber 90 by way of check valve 88. Y UponV a service reduction ofpressure in the chamber 90 the piston 90 moves upwardly Auntil a' stop98 associated therewith has engaged the casing member 99'. l In'thisposition of -th'e'pi'ston a slide valve |00'actuat'ed by the piston ispositionedsuch that a' small" or restricted port |01 therein registerswith a passage I0? leading' to 'the atmosplfiere. Theport |f`i`l| isdesigned to permit or cause the quick action chamber pressure to reduceat substantially the same rate as the,y pressure in chamber 90 isreducing, so-

that thepiston 96Yis arrestdf in the position in which thestop 90 justengages the casing member 99.

Upon an emergency reduction of pressure in` sage |04 while blanking thepassage |92, thus perfI mitting I fluid under pressure from the quickaction chamber 91 to flow by Way of the passage |04 Vto)v piston chamber|05. Fluid under pres,

sure in the piston ,chamberl acts upon piston |06 to'unseat the ventvalve 95-against thev main slide valve 64 registers with the passage 'II v*sol that huida-under pressure is-suppliedfromthe 'bias of -its4,springv I M Eventually the pressure inthe chambers I Band 91 will leakawayto the atmosphere by way ofthe small port I684, and the spring IIJlAwill thus shift the piston |56 backrto its illustrated position, and atthe same time close the vent rvalve '95. The piston spring |09 is aWeakuspringand will ypermit the return movement of the piston.

' It willthusbe seen that the brake pipefvent valve deviceisunre'sponsive to service reductions of pressure in the chamber 90 butresponds to emergencyf reductions to `cause-unseatingfjm'if the ventvalve.95.

Operation of 'the improved equipment' With the improved equipmentinstalled on a complete high speed train, as `illustrated, the threecocks 65, 81 and 93 are turned to the positions illustrated', The brakesmay then bepperated from the power car as in the standard HSC.equipment, and as previously described.

Assumingnow that the power car has become disabled and is to bedisconnected from the trailer cars, the first operation vto close the'straight 'air vpipe angle' cock II2'l and thecontrol pipe angle cock II3 at ,the front end of the first trailer car. The brake pipe anglecock- IM need `not necessarily be closed,v because f it is the.y usualpractice when, disconnecting thefpower car to veni-l the brake pipe'soas to eect an emergency application of the brakes.

Assuming nowthat a standard steam locomotive, Yhaving either` the IWellknown GET or the equally wellv known'l `8ET-equipment installed thereon,`is connected to the trailer cars, the brake pipe of `thesteamlocomotive is connected to the brake pipe 36 at the front of fthe:first trailercar; The two cocksv 65 `and 81 are then turned 4,to theopen position, whilev the cock 93 is turned jto'closed position. Thestraight air pipe angle cockl I2 and thel control pipe'angle cock II3are maintained inplosed position szo long as astandard steam locomotive'is pullingthe trailer cars. j

If now the brake pipe 36 is recharged from the byway ofjthe one-waycheckvalve device II5.

With the brake'fpipethroughout the train thus recharged, the brakes willbe released in` the usual manner. A f U If now it is desired tn eiect aservice applicae tion of the brakes, the operatoren the steam locomotivemakes a service reduction in brake pipe pressure. This reduction inbrake pipe pressure will be eiectedonlyin the section ofthe .not respondtoa service reduction in brake pipe brake pipe tothe left of the cock.93on the first trailer lcar.. The chamber S0 of the brake pipe vent Valvedevice-52 is connected to this left hand section, but will,l as beforedescribed,

special auxiliaryreservoir 54 to the volume reservoir 53 and the relaypiston' chamber '16. .The volume reservoir 53 is provided so thatgraduated control'.l of the relay may. more readily be accomplished.`The degree of fluid underpressure supplied to the volume reservoir andrelay pisto-n chamber will of course `depend upon the degree ofreduction in brake pipe pressure.

ply .valve 84. Fluid under pressure will then flow from the specialsupply reservoir 55, through the cock `3'Ito thecontrolpipe 40 and.control i reservoir Mia, and from thence to the master relay valve 32 toeffect an electropneumatic application of the brakes throughout thetrain in`` thesame manner as described for. thestandard i' HSClequipment. The relay valve 5I will, of course, lap the supply to thecontrol .pipellll when control pipe pressure corresponds substantiallyto the pressure inthe relay piston chamber 16.

It will thus be'seen that while the brake appnl cation is initiated fromLthe steam locomotive by electing 'la servicev reduction in brake pipeypressure, only the electropneumatic portion of e the equipmentonthetrailer cars responds to effecttheapplication. Since theelectropneumatic portion is under control of the retardation controller33, it follows thaty the equipment on the trailer. cars will becontrolled inther same manner as in the standard HSC` equipment.

When it is desired`v to effect a release of the'l pipe is recharged fromthe steam locomotive in piston chamber 16, by `means o f thecommunitionfaffordedwhen the slide valve cavity 'I3 con.-v

nects the` passage fII to the exhaust port 69.- This will resultin therelayvalve 5I ventingthe control pipe 40,\and hence effectinga fullrelease-of the brakes [on each of the trailer cars.

, When itis-desired to electan emergency application of the brakes, theoperatoren the steam locomotive y effects` an emergency reduction inbrakepipe pressure in the usual manner. The triplevalve 56 then moves toemergency application position, supplying uidunder pressure to thevolume lreservoir 53 and yrelay piston chamber 16 to the maximumdegree.-Y The relay valve y thenestablishes the maximum degree ofcontrol pipe pressure, and hence the ,electropneumatic portion functionsto establish `the maximum brake cylinder pressure. g

At the same time, thebrake pipe `vent valve de- .vice responds-to the`emergency reduction in brake pipe pressure in theisection of the brakepipe to the left of the cock 93, and, as before described, causesunseating of the vent valve 95,. Unseating of this valve vents thesection ofthe thetriple valve in each of the control valve devices IIwill function as described in connection with an'emergency applicationof the standard HSC equipment. From this point on Athe ap-' vparatuswill function in the manner 'described for the standard equipment.

.65 brake, pipe to thefright of the cock `93, sothat` v-To eiiect arelease of the brakes following`l an emergency application, the brakeVpipe is again to release position to effect al full release of thebrakes as before described. Therighthand portion of the brake pipe is ofcourse recharged by way of the one-way check valve device H5, so thatthe triple valves in the severalcontrol valve y devices H returned torelease position.

While the three cocks 65, 81 and-93 are' shown as separately operable,forthe sake of simplicity in illustrating them, in practice I prefer tointerlock them so that as cocks 65 and 81 are opened cock 93 is closed.

It will thus be seen thatV with the improved equipment as disclosedl bythis invention, the brakes on aV high speed train may be fullycontrolled either fromY the regular powercar, or from a standard steamlocomotive'substitutedA therefor, in a rapid and eflicient mannersimilartogand comparable to the vmanner'characteristic'of the standardHSC equipment, and without sacriiicing any Aof 'the advantagesof thatequipment.

It will, of course, beapparent to those skilled in the art that certainmodifications may be made in the arrangement shown, and Ido not wish tobe limited to this exact arrangement, or otherwise than by the spiritand scope ofthe appended claims.

Having now described my invention, what I claim as new and desire tosecure by Letters Patnt, is:

l. In a vehicle brake system, in combination, a brake pipe, lmeans foreffecting either service or emergency reductions in brake pipe pressure,means operative responsive to a service reduction in brake pipe pressurefor effecting an electropneumatic application of the brakes, and meansoperative responsive to an emergency reduction in brake pipe pressurefor effecting by automatic operationran application of the brakes in theevent that the electropneumatic application lshould fail to materialize.

cation of the brakes, means operative only upon an emergency reductionof pressure in said iirst brake'pipe section for effecting acorresponding reduction in said second brake pipe section, and meansoperatively-responsive to said reduction in said second brake pipesection for effecting by automatic operation an application of thebrakes upon the failure of saidelectropneumatic application tomaterialize.

3. In a vehicle brake system, in combination, a brake pipe divided intotwo sections, means for eifecting either a service or an emergencyreduction in pressure in a first section of said brake pipe, meansincluding electroresponsive valve devices operative upon either aservice reduction or an emergency reduction in said rst brake pipesection for effecting an application of the brakes, means operative onlyupon an emergency reduction in said first brake pipe sectionv foreffecting a corresponding reduction in the second brake pipe section,and means operative responsive to a reduction of `pressure in saidsecond section for also effecting an application of the brakes.

4. In a vehicleV brake system, in combination, a control pipe to whichfluid under pressure is supplied to effect an application ofithe brakes,

means responsivey to the pressure of `iiuid sup'- plied to said controlpipe for controlling the degree of application of the-brakes, afrstautomatic valve means for supplying fluid under pressure to said controlpipe, means including a second automatic valveomeans'for also supplyinguid under pressure to the control pipe, and manually operated valvemeans movable between two positions to render one or the other of said`two automatic valve means effective to supply fluid under pressuretothe control pipe.

. 5. In a vehicle brake system, in combination, a brake pipe, a controlpipe to which uid under pressurey is supplied-to effect an. applicationof the brakes, a rst automatic valvemeans operative only upon anemergency reduction in brake pipe pressure for effecting asupply'offluid under pressure to saidcontrol pipe, means including a secondautomatic valve device operative upon either 'a service or an emergencyreduction kvin brake pipeY pressure to effect asupply of fluid underpressure `to said control pipe, and manually operated valvemeans movablebetween two positions to render one or the otherl of said two automaticvalve means effective to supply uid under pressure .to said controlpipe. j,

6.k In a vehicle brake system, in combination, a brake pipe divided intwo sections, means for effecting either a service or an' emergencyreduction in pressure in a first section. of said brake pipe, a Vcontrolpipe, a triple valve device responsive to both service and emergencyreductions in pressure in said iirst section for effecting a supply of`fluid under pressure to said control pipe, electroresponsive meansresponsive to pressure in said control pipe for effecting an applicationof the brakes, aretardation controllerdevice for controlling thepressure in said control pipe according to the rate of retardation ofthe vehicle, means responsivepto an emergency reduction of pressure insaid first` section of said brake pipe for effecting a correspondingreduction of pressure in the section of said brake pipe',

combination, a control pipecommon to the power car and to the firsttrailer car,`means operative upon supply of fluid under pressure to saidcontrol pipe to effect an application ofthe brakes throughout the train,a brake pipe extending throughout the train, an automatic valve deviceon the power car operative upon an emergency reduction in brake pipepressure to effect la supply of iiuid under pressure to said controlpipe, a second automatic Valve `device on the first trailercar in thetrain and operative upon either a service reduction oran emergencyreduction under pressure to said control pipe, and manually operatedvalve rmeans on the first trailer car operative inone positionthereof torender said second automatic valve means ineffective and in anotherposition thereof to render said first automatic valve means effective tosupply fluid under pressure to the control pipe.

8. In a brake system for a train comprising a power car and a series ofvtrailer cars, in combination, a control pipe common to the power carland the first trailer car, means operative upon a supply of fluid underpressure to said control pipe to effect an application of the brakes lunder` pressure to said control pipe, and .also

operative to effect a reduction in' brake pipe pres'- sure at either aservice rate or an emergency rate, a iirstautomatic valve device on thepower car responsive only to an emergency rate of Ireduction in brakepipe pressure' for effecting a supply of fluid under pressure torsaidcontrol pipe, a second automatic valve device on the rst trailer carresponsive both to service and emergency rates of reduction in brakep'ipe pressure for'also effecting a supply of` fluid under pressure tosaid control pipe, and manually-'operated valve afplurality of positionsto render said second aumeans on the first trailer car operative to oneof tomatic valve device unresponsive .to either av service or anemergency rate of reductlonin brake pipe pressure. f i

9. In a train brake system,'in combination, a brake pipe divided intotwo sections, means operative responsive to-either a service or anemergency reduction of pressure in a first vsection off said'brake pipeto effect an application ,ofi the brakes, means operative also upon aservice or an emergency reduction of pressure inthe second section ofsaid brake pipe to also effect an application of the brakes, and valvemeans responsive only to an emergencyireduction of pressure .in saidfirst, section for effecting ,a'correspending reduction of pressure insaid second section. f

10. In a brake system for a train comprising a power car and a series oftrailer cars connectedv thereto, in combination, electrically operatedvalve devices on each of the trailer cars operative to effect anapplication ofk the brakes on,v

that car, a switch mechanism on the rst trailer car' for controlling allof the electrically operated valve devices on all of the trailen cars,means on the power car for effecting the operation of said switchmechanism to effect an application ofthe brakes, and means on the firsttrailer car operative upon reductions Lof uid of said switch mechanisminthe Asame manner as power car. s f

11. In a brake system fora train comprising av power car and a series oftrailer cars connected one or more trailer cars for controlling theapplication vand release of the b rakes on the trailer cars, a uidpressure operated switch device on the rst trailer car for controllingthe magnet valve devices on all of the ltrailer cars, a pipe to Awhichfluid undernpressureis supplied to effect the operation yof said fluidpressure operated switchfdevice, abrake valve device on the power caroperative to differentpositions to supply different degrees `of `fluidunder pressure to said control pipe, an automatic valve'fdevice on thefirst trailer car operative to' effecta graduated supply of fluid'underpressure to said pipe, and manpressure in a chamber foreifecting theoperationKL effected by operationof the said means on the f thereto, incombination, magnet valve devices ons, A

ually operatedvalve means on vthe first 'trailer car operative j whenthe power ,car .isl disconnected from thel trailer cars tof permit saidautomatic valve means on the` first trailer car to be operated inresp'onse't'oy reductions in brake pipe pressure on a towing vehicletemporarily connected to thefirst trailer car.

12. In a `vehicle brakesystern, inv combination,

a brake pipe divided iny two sections, jan automatic valve deviceoperative` upon either a service or an emergency reduction of' pressurein one brake pipe section foreffecting an applicationr Y of thevbrakes,"means operative Qonly upon an` emergency reduction of pressurein said one brake pipe section for` effecting'a corresponding reductionof pressure' in thejother ybrake,` pipe section, and 'acheckwvalvedevice operative to permit said other brake pipe section tobere- `charged as ysaid one brake pipe section is recharged, andoperable to prevent service reductions of pressurein said other brakepipe section

